Indicating mechanism.



R. E. THOMPSON. mmc/mm; MECHANISM. APPLhICATION FILED JAN. I9. i914.

Patented Jan. 15, 1918.

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v MTA/5555i Www??? UNITED STATES PATENT RALPH n. THOMPSON, or BaooKLINE,MASSACHUSETTS.

Application lcd January 19, 1914. Serial N0, 813,086.

To all wlom it may concern:

Bc ,it known that I, RALPH E. THOMPSON, a citizen of the. United States,residing at lhooklin'e, in the county of Norfolk and State ofMassachusetts, have. invented certain Improvements in IndicatingMechanisms, of which the following description, in connection with theaccompanying dra-W- ings, is a specification, 'like reference characterson the drawings indicatin g like parts in the several figures.

In operating internal combustion engines it is important from thestandpointof economy to have the various adjustments of the engine somade that the engine vwill Aoperate at its maximum efiiciency. This isparticularly true of the adjustments ofthe carbureter which' controlsthe proportions of the fuel mixture. The average operator, however, isunable to determine, except very roughly, when these proportions arecorrect; and consequently he is 4unable to determine, exceptapproximately.Y what changes in adjustments of the 'carbureters shouldbe made to improve the operating efficiency of the engine. The mostimporta-nt factor to be determined is the relationship between lthespeed or travel of the engine and its fuel consumption, but inattempting to get at this relationship an operator is obligcdto makesuch changes in adjustment as experience has indicated to be. advisableand then to observe the resulting changes produced in the speed of theengine and inits fuel consumption. But these observations must be madeover long periods of Voperation in order to obtain even approximatelyaccurate results; and even under such circumstances other elements than'those under consideration may'so modify the conditions as to make theapparent results misleading.

It is the' chief object of the present invention to devise an apparatusthat Will indicate the relationship between the travel of the enginea'ndits fuel consumption preferably giving the measure of one. in terms ofthe other.

An illustrative embodiment of the invention will nou7 be described,reference being made to the accompanying drawings, in ivhichf Figure 1is a front 'elevation ofan indicator designed especially for useon'automobiles;

Fig. 2 is a. longitudinal, vertical. sectional view of the apparatusshown in Fig. l;

Specification of Letters Patent.

Patented J an. 15,

Fig. 3 is a horizontal, sectional viewfon the line 3--3, Fi .'2;

Fig. 4. is an additional sectional view on the line 4--4, Fig. 2;

Fig. 5 is a side elevation, partly in section, of an additional part 'ofthe apparatus;

Fig. 6 is a diagrammatic view showing the electrical connections of theapparatus; and

Fig. 7 is a plan View showing the indicator applied to anautomobile.

Briefly stated, the apparatus shown coinprises an indicator, a mechanismoperating in proportion to the fuelconsumption of the engine, anothermechanism operating in proportion to the speed'of the engine, and meansfor so correlating the operations of these mechanisms that Vtheindicator is caused to give the required information. The indicator maybe calibrated to give its readings either in the number of strokes orrevolutions that the engine makes on each gallon for other measuredquantity of fuel; or the travel of the engine may be indicated in anyother suitable manner. In an apparatus adapted especially for use onautomobiles the indicationV may be given either in miles per gallon, orthe fuel consumption may be indicated in terms of miles, as for instancein the pints required to cover a given distance, say ten miles. liVhilethese indications are equivalents, for most purposes the number of milesper gallon will be found the more convenient indication.

Referring now to the. drawings, 2 indicates a casing having a face 4held in position by, a ring 6 screwed on to the casing 2, this facebeing provided with a .Window 8. A shaft 10 has its ends supported inthe face 4 and the back Wall 12 of the casing and mounted rotatablyonthis shaft is an indicating dial 14 carrying a series of figures which,as the dial turns, are brought successively in front of the windoi'v 8.The dial and apertured face 4 constitute the indicating elements of theapparatus. A spring 16, coiled about the shaft 10 and having one endfast thereto and its other end attached to the dial 14, tends to rotatethe dialin a clockwise direction.

The operating mechanism for the dial comprises a Worm ear 18 rotatablymounted on the shaft 10 Just behind the dial l'and a Worm 2 0 whichnormally meshes with the gear 18 and is mounted in a small housingformed at one sideof the casin This worin is Afast on a spindle 22 whichcon- 20 causes the worm gear '18 to turnen its aitis in acounter-'clockwise direction and this motion is transmitted to the dial14 througha pair of metallic stops o'r contacts one of'i'vliich,indicated at 28, is carried by the worm" gear 18 while the other,indicated at 30, overlies the contact 2S and is carried by the dial 14.VA spring 34, coiled about the sha-fi- 10 and' having one end fastthereto and the other end fast to the gear wheel 1S, tends'to rotate then'hcel in a clockwise direction but the motion of the gear under theinfluence of the spring 34 is limited by a statioiiary stop 32projecting inwardly trom the casing 2. Since the spring 16 tends t0 turnthe dial-14in acloelntise direction and to maintain the contact 30 inengagement w'i'ththe contact 28, it will beseen that the stop 32determines the initial vor Zero positioni of both the dial and the gearWheel.

It .will be evident that7 as the worm 20 is'rotated through the shaft 26by suitable connections with the engine'the uormgear 1S ivill be turnedon its a'Xis and through the connections just described the ldial 14will be turned t-o 'bring the figures carried thereby'successively pastthe Window 8. The dial of course will be calibrated in accordance withthe particular use for which the indicator is intended; but in thespeciiic construction shown the calibration is given in miles. This partof the apparatus corresponds in general construction to an ordinarydistance indicator orspeed registering device. y

The apparatus also comprises electromagnetc means controlled by a Huidmeasuring 'device 1n the tuel supply system for the engine by which theaction ofthe operating mechanism for thc indicator is interrupted when agii'en quantity of fuel has been consumed, andfis started intoopcrationagain as the measuring' device starts to measure another quantity offuel. V

.Tn order to effect this interruption the vworm 2O is' mounted to swingon the pivot joint 24, as describedahove-, rand the upper end of theWorm spindle 22 is mountedin a bushing 36 that isa'rranged tonioye in aguideway 38 formed in the housing for the Worm. A spring 40, interposedbetween the bushing 36 and the u-all of the housing7 normally holds theWorm inv mesh with the Worm gear 18. 'An electromagnetz or solenoid 42is secured to the back ivall 12 ot to carry the Worm 2() out of meshwith the Worm gear 18. The rod 46 is provided with a small collar 48which is' arranged to be engaged by a gravity latch 50 pivoted on thewall 12 and serves to lock the -rod teinporarily against a returnmovement, which 1:5

otherwise Would ltake place as soon as the solenoid was againdcnergized. This latch is tripped by a pin 51 carried by the gear 1S andarranged to engage the tail of the latch when the gear is in its initialposition.

As Soon as the worm 20 has' been moved in the manuel' just described,the springs 1G and 34 tend to return the dial 14. and gear 1.8,respectively, to their initial positions.

Itis desirable, however, to retain each rcading of thel dial '|14 for a.substantial period of time after it has been moved to its indieatingposition,

and a s1nall'paw1`52, pivoted at 53, is mount? ved at one side of thecasing inv position to I For this purpose the edge 'of this dialistoothed, as indicated in Fig. 2.

to the Wall 12 of the casing, has a core 5S `f`1 connected to one end ofa small lever 60 fulcrumed on the casingA at 62, Fig. 3 and engaging atits opposite end with the paal 52. When this solenoid is energized,- themovement of the lcore 58 is transmitted through the lever 60 to the pawl52, swinging it out of engagement with the teeth of the dial 14 againstthe pressure` of the spring 54, and consequently allowing the spring 16to turn the dial baclnvardlyuutil t the contact 30 strikes the contact28.

The measuring device may be of any form suited tothe requirements of theparticular engine with which the apparatus ,is used and it may either beoperated by the How of fuel Ato the engine, as in the case of rotary ordisplacement .meters of Well-known constructions, or it .may be of apoweroperated type. The illustrative form shownfis of the displacementtype and comprises a casing or container 64 having a suitable inlet 65connected withI the tanklor other source of supply, and an outlet 66that is connected with the engine, an intermediate reservoir 67preferably being included in the latter connection. It will be seen froman inspection of Fig. 5 that the outlet pipe 66 includes a Siphonpositioned in the middle of the easing 64 so that changes in theinclination ot the casing will not appreciably affect the .cutting'o'ffthe further-flow of liquid into the container; i 4In or'd'er 'to holdthe lvalve in either` rits open 'or closed Aposition a small springpressed detent ismounted on the casing 64 in posltion vto enter 4eitherone of two notches formed in the valves'teni, Vthese notches being sospaced thatfthedetentfwill retain the valve in eitherof itsextljemepositions. j

(,urrent for operating the solenoid ,6 9 may be obtainedfreinany'conieiiienty source', ju-

.dicated' inthe drawings is ajhat'tery il One 'terminal 'ofthis batteryis Connected through a hand.' switch direetly'to, -the casing 6,4;whilel the' opposite lterminal' lis vconnected to the commonterminaltofthe two windingsrof the solenoidGQ, The other terminal of theupper winding fthfissolenoid is connected to an insulatedontactli'mounted on the easing 64,' while thehlothe'r .terminal of thelower winding is connec'ted'ito another in'- sulateclV contact 72, alsoni'oufnlted on the casing. f j l The flow of current through these conta cts and consequently through the windings is .eontrolled'hy a float73 positioned within tl1e"casinf,"and arranged to slide o n a' verti'cal rod i74,'the upper end 'of 4'which extends through an aperture inthe top fot the easing, and the lower endfbeingniouhted for v'erticalmovement in a socltet' formed in 'the hottom of the casing. Near Iitslower end, this rod'has fixed thereto acollar land asmall spring pressesupwardly 1against this Vcollar andfholds the rod' in afraised position.Above the container, the rod 74 has Ia h orizontal arm carrying :i'contact 7G that is arranged to 4eng'f'lge'the :Contact '71 when therodis lowered, thisinoyeinent of the rod being effected liyftlhefioatl73 striking the eollar` 'T5 when theneot'ainer is nearly" empty.Cl'ure'nt may then flow from one side offr the battery throughthehandfswitch. 'the "easing 64, rod 74, eontacts'i' and 71,l thouoh 'theupper winding of thesolenoidG). and. back is ildapt/cd 'toi'lojet-t-tliroilgh'an aperture in the top oi t'lie casinglwlie'n thefioat is "in its uppermost position, a'd'to'lifjft one 'end of a pivotedswiteh arm 79,the opposite end of which carries ay contact arranged toengage the intact-72, When this engagement takes place, the current willthen flow from the battery, through the hand switch, easing (i4, .switcharm 79,"t0 Vthe ycontact 72 and through the conductoi` leadingtherefroiufto the lower winding of 'the solenoid, and thence to theopposite terminal of the battery. A small spring `interposedbetween the'switch arm 79 and the'casi'ng (Si opens this switch as soon as it is.released from operationv of the float 73 a'nd'its pin 77.

i The horizontal 4arm of the-rod 74 alsoucarries a switch 78 which isinsulated from this arm and is adapted to engage .and connectelectrically two contacts 80, both mounted on the casing 64, butinsulated therefrom.l A conductor 82 is connected to one of thesecontacts and `another conductor 84 is connected to the opposite Contact,and t-heSe thftf'vvhen the rod4 74 is depressed by the ffioath'eurrentcan then flow through the switch 78heitwee'n .the conductors 82a`nd Si.

'willnoiv lie'understood that, when the container 64 is'fempty, and thehandswitch is closed, theweightof the fioat 473 on 'the 'collarY 75will' bring vthe eontaets aud into engagement, thus oomp'ietmg the jen'cuit throughl the upper 4winding of the solenoid ,69, and liftingthevalve (i8 into its open" position; `The liquid fuel will 'then `flowinto theta-Sing lflifting the float 73, thus breaking the engagement ofthe'con'- tacts 71'a-hd'76, the detent 70, however, operatingto'maintain the valve open.' lt is obuio'usthat liquid cannot'at thistime flow out 4ot' the easing 6,4. As soon as the oontainer 64 hasfilled, thus raising the fioat'i to' its uppermost position, the'engagement of the pinl77 'with the switch 79 will close this switch,'thus' completing the circuit 'throughthe lower winding of the solenoid.G9 and' effet-ing the movement of the valve into its l'ow'ermost orclosed position, where it will'be retained by the detent 70. lVhen theconta-inerhas 'filled1 the liquid fuel will automaticallysta-rt toSiphon out of the dischargef pipe 66, and this "'sphoningaetion willcontinue' until 'the level of' the liquid has droppedfar'enough to admitair 4to the lower end. of the pipe 66 within the 'easing 64. The cycle'of 'operation above described ,will thenbe repeated.

V During theinteijvalfin which the container 6 1: is filling'up,"theiengine will take its supply'of fuel fromthe reservoir (i7 intowhich the container empties, this reservoir having "a, 'capa'cityaboutequal to that of the container A 'small air pipe 85 is' connected fromthe top of -this reservoir to the air spade in the container Gigabovethe maximum levelof the liquid 1n the latter coutamor. It will he notedthat the reservoir ispositioned below the level of the top of thecontainer 64 so that, when both the reservoir and container are full,the liquid will stand in the air pipes 85 at the same level as theliquid in the container 64; but, as soon as the engine begins t0 takefuel, the level in the container will drop While the reservoir remainsfull, and what liquid is used out of the reservoir while the containeris fillin up will be immediately replaced when t e container' begins todischarge again, so that the apparatus will measure with substantialaccuracy the quantity of fuel used While the indicator is operating. Itis obvious that the tank 64 will fill very rapidly but that it may emptyrelatively slowly since its vrate of emptying will be controlled by therate at which the engine is takin fuel. The reservoir 67, of course, ispracticaly always full.

The connections by which the measuring device G4 is enabled to exert itscontrol .over thc indicator are shown diagrammatically in Fig. 6. Fromthis diagram it will be seen that the conductor 82, leading from one ofthe contacts 80 on the measuring device 64, is connected to a battery-orother source of current B. AThe other conductor 84, leading from theother contact 8O on the measuring device, is connected to one of thestationary contacts of a switch 86, the other Contact being connected bya conductor 88 to one terminal of the solenoid 56. The other terminal ofthe solenoid fis connected by a conductor 90, in which a small handswitch 92 is interposed, to the opposite side of the battery B.4 Theswitch 86`comprises the two contacts above mentioned and a movablecontact carried by a pivoted switch arm 94 which is pivotally connectedto the core 44 of the solenoid 42. A spring 96 normally holds the switch86 closed. The connections from the battery and measuring device to thesolenoid 42 com rise the conductor 84, and a conductor 98 Joined theretoat the polnt 100 and running to one terminal of the solenoid 42. Theopposite terminal of this solenoid is connected by a conductor 102 tothe contact 28 carried by the gear wheel 18. Another conductor 104connects the contact 30 on the dial 14 to the conductor 90. It will benoted that the contacts 28 and 30 are insulated from their respectivesupports 18 and 14. The end of the conductor 98 opposite to its point ofconnection with the solenoid 42 is connected to one of the stationarycontacts of a switch 106, the other contact being connected by aconductor 108 to the conductor 82. The movable element of the switch 106is earried by a pivoted arm 110. that is arranged to be movedv to itsclosed position by the core 58 of the solenoid 56, a spring1l2 normallyholding the switch 106 open.

Freni these connections it will be evident that the flow of currentthrough the solenoid 56 is controlled by the measuring device (il and bythe solenoid 42 through its operation of the switch 86. Similarly, theflow of current through the solenoid 42 is controlled primarily by themeasuring device 64 and by the indicator and secondarily by the solenoid56. The hand switch 92, of course, controls the entire operation of theelectrical equipment.

The operation of the device is as follows: Assuming the switch 92 to beclosed and the parts to start from the positions in which they are shownin Fig. 2, the rotation of the Worm 20 will turn the worm gear 18 .andthe dial 14 in the manner above described until the contact 78 of themeasuring device engages its coperating contacts 80. The two contacts 28and 30 at this time are in engagement and consequently current will Howthrough the switch 7 8, the conductors 81.1- and 98, the solenoid 42,conductor 102, contacts 28 and 30 and conductors 104 and 90 to thebattery. Sin'iultanecusly current will low through conductor 84, switch86, conductor 88, solenoid 56 and conductor 90 to the battery, so thatboth the solenoids 42 and 56 will be energized simultaneously. Theenergization of the solenoid 42, however, will immediately open theswitch 86 before the switch 106 has had time to close, this resulttaking place by virtue of the relative ranges of movement of the switcharms 110 and 94 and by the relative tensions of the springs 112 and 96.Consequently, with this condition, the solenoid 56 is prevented fromtripping the pawl 52. The movement of the core 44 of the solenoid 42,however, causes the rod 46 to move the worin 20 out of engagement Withthe wormgear 18 and the latch 50 locks the parts in this condition. Thespring 34 immediately swings the worm gear backwardly to its initial orzero position, when the contact 28 strikes the stop 32 and the pin 51strikes the tail of the latch 50, thus releasing the rod 46 and allowingthe spring 40 to move the worm 2O into mesh again with the Worm gear 18.The dial 14 is retained in its previous position by the pawl 52 until itis again moved by the enagement of the contacts 30 and 28 or is reeasedby the operation of the solenoid 56.

The worm 20, of course, immediately upon resuming its operativeengagement with the worm gear 18 begins to turn the gear again in acounter-clockwise direction and continues this turning movement untilits operation is again interrupted in the manner just described. Supposenow that the number 15 on the dial is opposite the window 8, indicatingthat the machine, during the interval in which the last measuredquantity of fuel was consumed, has traveled at the rate of 15 miles pergallon of fuel; and suppose that, at the time the contact 78 of themeasuring device again engages its coperating contacts justments of theengine since, ,if the operator finds that, with the usual adjustments ofthe carbureter and fuel controlling apparatus, the enginey is not makingits usual performancent isevident that some factor otherfthannthese isresponsible for the poor results obtained.` Il believe I am' the firstto. devise an apparatus `by whichY these! advancanbe secured. v

ig.7 indicates in` a plan viewand somewhat diagrammatically the `mannerin which e liparatus' would w be applied to an auto-r e,the indicatorcasing'2 preferably be-v th a mob ing secured to the dash-board and thecontalner 64 connected at some convenient point` in `the gasolene line.The engine is indicated at114 and the propeller shaft at 116.

Y The liexible shaft 26 which drives the worm is,` in this. arrangement,drivenby a gear connection 118 withwthe vpropeller shaft 116,

, this being a common connection for the op- `ometeron a vehicle. 1

erationof speedometers.' Obviously, if desired the shaft 26 could bedriven from one of the front wheels of the vehicle, this also being acommon method ofdriving a speed- It` willy 'be understood that the termtravel as used" herein with vreference to engines designatethe'totalmovement which-z some moving part of the engine, as for finstance theshaft, makes in a given time. F or instance, this termas appliedto-astationary engine would ordinarily designate". thenumber ofrevolutions madeby theongineshaft during the period `in which the travelis'being measured. As abovestated,"

the indicatingV apparatus `proposed vby this invention is of particularvalue in connectionfwiththe testing and operation of internaloombustionengines, Vbut it is obvious :that the same apparatus `might also beYused with other'types of engines or power plantsv wrhichderiveL theirpower "from `fluid fuel:

, andy inwhich it is desirable to ascertain the relationship between thefuel' consumed by the engineorpower develiiin'gjunit and the' mechanicalmovement pr uced by that 'engine or unit. "f The designation oftheappatus for use with v ratus therefore as an ap" internal combustion enves is intended not as a limitation, but rat erby way of 'illustrationof the more common :use of the a paratus under present conditions. Itwill also be evident that while thefapparatus shown isarranged tovgive'its indication inf' gallon,y it is within the spirit ancl" scope ofthls invention to give its indication f in gallons/lor. lfractions-ofgallorxs'ffperL mile or other` given distance.'k .Ingy the :arrangemilespery ment described, the fuel-measuring mee nismiisstandardized,rthatiis,1it measuresa l predetermined quantity of :fuelatgeach op eration while the distance measuredvariesgf but -it isclearthat the mechanism for meas-'pr uring` the travel of the engineoouldbe'standvelu-ion, considered in its broader aspects,

ardized while the fuel measurement was made a variable, ifthisarrangement were preferred forany reason. Y Y

It will be readilyIunderstood'that'the instance, the fuel-measuringdevice may ltake many forms and may be of anyone of sev-l eral diierenttypes,measuring either the entirequantity of 'fuelconsumed or onlyv apro rtional part of the quantityl consumed.r e fuel-measuring apparatusshown is of an old .and Awell known type andwhile any othersuitableapparatus whetheriof the sameor different type' could besubstituted for itV the vapparatus shown embodies somev specificfeatures-which will' be made the sub- Amatter Vof an additionalapplication. Havingthus described the invention, what y is claimed'asnew-and desired to be secured by Patent ofthe UnitedStates is 1.`In anyapparatus for use with internal combustionv engines, an indicator, andoperating means therefor comprising mechanism arrangedjto operate inproportion to the, speed of the engine, additional mechanism; arrangedto operate in proportiongto the rate (1f/consumptionv of'fuel by" thelengine, 100 and means `for correlating the-operations'oiv saidmechanisms to cause said indicator to indiate directly 'thelrelationship between the travel of the engine and itsv 'fuel coni'sumpton." q f '2. In an` apparatus -for use with internalcombustionengines, an indicator, andoperating means thereforIcomprisingl mechanism arranged to lie-operated' by the engine, addi-`tional-mechanism operating in proportion to 11o the rate of consumptionof fuel by `the engine, and means `for 'correlating lthe "opera-A tionsof vsaid' mechanismswv to cause' said indicatorto indicatefthe'travel ofhelengine in proportion to yits fuel consumption'.

3. In an apparatus-for use with internal combustion enginesganindicator; having operatingmechanisni 'arranged to'be driven by theengine, liquid' measuring means arranged in the^ fuelsupply, system of'the' engine tov 12o mm"arrangedA t0 be dvenl bythe engine, and,eontrouedby de fun supply fOr '13 D soL V y,tional mechanism'ari'an'ged`1"to` operate ,proportion f tor: thejrate il ofconaimiptionrv of x i :fuel by the engine,` means controlled by` said`comb yadditional 'mechanism for causing tion of said operating mech andatop, `respective1y,'substa` `themuslim `tibi? Qf a `given qvantlty 0ffuel` byft @engi begun andcompl y.means` forfreturning said operatingech nism toits initial or zero position afterits operation has beenstopped.

t y 1 a 1 '8i In anindlcating apparatus for use with internal combustionengines, lan indicating means havingy an operating "mechanism ary rangedyto `r`be driven by the engine, addi-` tionalfmeehanism arranged tooperate 'f in [proportion to the irate (if-consumption of nfuelbytheengine, means controlled by said "additional mechanism "forcausingv'saidopp -erating"` mechanism to start into operation f, fWhenthe consumption of a known quantity yof fuel bythe engine is begun andto interC t said operation Whenfthe .consumption o idjquantityliscompleted, `meafnsfor re- ",turningthe operating mechanism ofvsaid'indica'tor gto its" initiaijposition afterv its operai lingmeansfor both ofsaid eleetrom t v f jmeans arrangedto operate in proportionto.

the rate vof consumption 'of fuel 4by the' engine v and to cause saidindicator tovregistem as izilptsnaele ormally to re p ber inanyjindicating ranged `to'release said ember, andfcontro f i eachgivenquantity of fuel isconsunied, lthe totaltravel of theyengine onsaid quantity.

p y 121111anindicatingapparatusioruse withk internal combustion"engines;` an Aindicating means having a movable indicating memberl l andoperating, mechanism `for` mo`ving`said member, electromagnetic means'arranged to*` interruptfthe operationfofjsai mechanism ,Y

means for kreturning said operating mec :vnism toits initial posit tionhas vbeen'interrupted, and means c for v @taining the"\readingv of 'said,indicator f substantial` period., ,of` time after .i said .9. Inanlapparatus "for fuse'wit on engines, an indicator-"having op.

0 mechanism arranged/to `be driven gine liquid,` measuring 'means'`arvice todo ntrolthe operation ,offv

tl' uel` supplyffsystein of .theenn l g'll,k and connec* tions betweensaid device andfbothfof. sai

1 CflOI gf'n'etic meansfornabling Saidvvcde t n "ideamamagneticfmeansfsaidlconnectao etic lsrlnoperativeyi l a u .A c 13. Inanv indicating Vapparatus for with],internall *combustion` engines, anindi cator having a movableindicatingmember and operating mechanism nformoving member, 'electromagnetic means arrangedl to controlgthe operatlonof saidV mechanism, electromagnetlc means Operating normally to retainsaid indicatingn member in any indicating positionl but arrangedtoi'release said member, and means for controlling theoperations of bothof said electroma etic means including connectionsy Wherebyt e operationof one of Said electromagnetic means is subject to thc control of theother. v

14. In an indicating apparatus. for lise with internal combustionengines, an indicator having a movable indicating member and operatingmechanism for moving said'member, electromagnetic means arranged tocontrol the operationof said mechanism, electromagnetic means* operatingnormally to retain said indicating' mem'ber'fin `anyindieatingpositionfbt ladapted to release said member, a device arranged tooperate vin prportion to the rate of consumption of fuel by the engine,and connections whereby the operation of the second namedelectromagnetic means is controlled bysaid device and by -saidl'lrstnamed electromagnetic means, and the operationof the irst namedelectromagnetic means isrcontrolled primarily said' device and saldindicator and secondarily by said second' electromagnetic means.

ing member while said operating mechanisini` I such vconjoint operation.1

fOr', of` an indicator,` and "V :L Y wir, l 1 fil l, l i Y y1,5. I 1nanjuidicatingapparatnsffor use wlthfgn'temal;cvmbustln @names the.0911.1-

` binatlor of mechamsmcompnslng ongein:A

ized. liefern arranged' toperate eriieinbl'y in proportion tothe speed of said engine and tothe ratenofconswnption offfnel by said englne andbeing constructed and organized tofcause tlienindicator to 4indicatedirectly the ,relationshipul-between, thek travel of the engine and,tlge'ateof its f uel consumption. The combination Jwith a vehicleand apower plant using -liquidpfuel .and `arranged todrive s aid/vehicleyofvan indicating apparatuslcoinprising. distance register-'invmeanslvarra-ngedhjto be `operated by lthe ve icl e, `fnel measurmglmeansoperating in pro ortion tinthe rate` of consumption .of

fue by the i engine, ,andmeansfor correlating the `'operationsof saidmeansand giv- 1n the measnre of oneA in terms of the other.l I ntestimony whereof vIv have signed my name to this specification inthepresence of two subscribingwitnesses. Y Y y RALPH-nTHoMPsoN. Witnesses:;v. c.

E; LYMA1`-1, y L* Gnonon 4Okvnnson. n

evince'xfimev patent my te obtained' forn'yeeests ndi; bi aaer'gsingthe" commentersiriana,

Washington, ID, yC. p

It is hereby certifiedthat in Letters Patent No. 1,253,300, grantedJanuary 15, 1918, upon the application of Ralph E. Thompson, ofBrookline, Massachusetts, for an improvement in Indicating Mechanisms,an error appears in the printed specification requiring correction esfollows: Page 6, line 110, claim 2, for the word operatigf read arrangedto be operated; and that the saidl Letters Patent should be read withthisfcorrection therein that the same may conform to the record of thecase in the latent Office.

Signed and sealed tilis`26th dy of February, A. 14)., 1918.

[31ML] F. W( H. CLAY,

Acting Commissioner of Patents Cl. 23S-1.

